Boat lifting and stacking vehicle

ABSTRACT

A boat lifting and stacking vehicle having a low profile frame, a carriage connected to a frame via a transverse I-beam track, a mast having a pair of forks protruding therefrom, and a hydraulic suspension system. The vehicle further includes an operating console that moves transversely and vertically with the carriage for enhanced operator visibility. Additionally, the vehicle does not require extra counterweights as the length of the frame and location of the engine equipment and fuel tanks provide adequate rotational balance for even the heaviest boat loads during the boat storage process. Moreover, the front wheel bases include a pair of deployable hydraulic cylinders that work in combination with the wheels as a weight distribution means. For proper loading and unloading alignment, a variety of steering options are available via the computer operated controls.

FIELD OF THE INVENTION

The present disclosure relates to a boat storage vehicle. Moreparticularly, the invention relates to a boat lifting and stackingvehicle having improved control, stability, and versatility.

BACKGROUND OF THE INVENTION

Boat storage facilities continue to experience an increased demand instorage space due to an increase in boat ownership. Additionally, theshortage and high price of waterfront land increases the need foroffshore boat storage facilities. These boat storage facilities are theequivalent of large warehouses. Boat storage facility owners endeavor tooptimize storage and warehouse space in order to obtain a premium valuefrom the purchased land. Thus, boats are stored on racks stretchinghorizontally throughout the storage facility. To maximize potentialprofitability and utilization of space, additional horizontal racks arestacked vertically. This multi-rack configuration is cost effective asmore boats are stored in a smaller boat storage facility area footprint.Having the ability to consolidate the number of boats stored within aspecific facility footprint reduces the need to purchase additional landto store more boats. The multi-rack configuration in the boat storagefacilities are conventionally organized to include a plurality of palletracks on which the boats are stored.

Two sides of the boat storage facility having oppositely facing racksare typically separated by an aisle dimensioned to permit access tovehicles known as marina forklifts. The marina forklifts load and unloadboats for storage. First, the boat is removed from the water by themarina forklift, then transported to the offshore boat storage facility,and lastly placed into one of the plurality of pallet racks where theboat is then stored for any given duration. Accordingly, minimizing theaisle space between two sides of the boat storage facility decreases thearea required to store a comparable quantity of boats within a givenboat storage facility footprint. Alternatively, decreasing the aislewidth also potentially increases the quantity or size of boats stored inan existing boat storage facility footprint. The marina forklift must beable to freely maneuver in the aisle way separating the two sides of theboat storage facility in order to access any given pallet rack. Thus,control, stability, and versatility of the marina forklift is criticalto the financial profitability of offshore boat storage facilities.

Current marina forklifts utilize a set of forks protruding from aversatile mast located at one end of the vehicle. The forks are capableof engaging, lifting, and otherwise transporting a boat thereon. Mostmasts in the marina forklift industry are capable of obtaining bothpositive and negative lift relative to the ground or support levelposition. This enables the marina forklift to operate from the side of aloading platform rather than descent down a ramp toward water-level toperform a zero lift. From the side of the platform, the marina forkliftforks are lowered to a negative lift position and placed underneath thehull of a boat to be lifted out of the water. The mast then raises theforks having the boat supported thereon to the support or ground level.The weight of the boat is balanced by a heavy counter-weight locatednear the backend of the marina forklift. This provides balance andstability to prevent the marina forklift from tipping forward.

Increasing the lifting capacity, i.e. increasing the capacity to liftheavier or longer boats, of the marina forklift can be achieved byeither shifting the counter-weight farther behind the front wheels orincreasing the weight of the counter-weight. Under the first scenario,the marina forklift is longer. Under the second scenario, the marinaforklift is heavier. Both situations create additional problems for boatstorage facility owners.

Increasing the length of the marina forklift effectively extends thearea that the forklift requires for operation. The aisle separating thetwo sides of the boat storage facility must be increased to accommodatethe extra length of the marina forklift plus any extra length of theboats. Increased aisle space decreases storage space. Decreasing storagespace translates into less opportunity to return profits on a comparablemarina boat storage facility. Due to the limited mobility of currentmarina forklifts, wide aisles are still required in order to properlyorient boats for storage.

Increasing the weight of the marina forklift also creates a host ofother problems for marina boat storage facility owners. First, themarina platform floor must be designed to withstand the increasedweight. Cracking of the cement flooring can be a problem if not properlyreinforced. Stability of the marina forklift also becomes a concern asincreased weight can cause reduction in stability, operation,maneuverability, and braking (especially downhill). Additionally,heavier marina forklifts require larger engines or higher performanceengines in order to supply adequate horsepower to maintain requisiteperformance and capability. All of the aforesaid requirements addadditional costs having an adverse effect to the bottom line of anymarina boat facility owner.

The marina forklift then transports the boat to the storage facility forstorage. Marina forklifts may also incorporate a tandem lift cylindersystem and chain in order to achieve the positive and negative liftpositions. These devices are typically mounted between the mast uprightsand may significantly limit driver forward visibility. Reducedvisibility substantially limits the ability of the marina forkliftoperator to see, orient, and otherwise store the boat. Limitedvisibility while transporting the boat to the boat storage facilitycreates additional dangers for platform personnel and vehicles. Limitedvisibility enhances the potential for boat damage during the lifting,transporting and storing process.

When in the storage facility, the marina forklifts raise the mast,forks, and boat thereon to a positive lift position to store the boat inany one of the plurality of storage racks. Marina forklift operators mayalso experience limited visibility when attempting to store boats inelevated storage racks. An operator located on the ground level may havedifficulty seeing and locating a rack located several rows above groundlevel.

Additionally, most current marina forklifts have complicated structuresthat require an intricate knowledge of complicated control functions.Complicated controls require that marina forklift operators receiveextensive training before the marina forklift can be effectively andefficiently operated. The manipulation of multiple levers, controls, andbuttons requires additional operator navigation time. The productivityof even a skillful operator is therefore sacrificed. Fully automatedsystems would relieve operators of these tedious tasks.

Thus, there exists a significant need for an improved boat lifting andstacking vehicle that requires less maneuvering space when stackingboats in a storage facility. Such an improved boat lifting and stackingvehicle should not require a counterweight and should include a frameapproximately the length of the largest stored boat, multidirectionalsteering capacities, an extendable and rotatable operator console,hydraulic supports to distribute forces exerted at the front and rearwheels, and improved operator controls. The present invention fulfillsthese needs and provides further related advantages.

SUMMARY OF THE INVENTION

Herein disclosed is a specially designed boat lifting and stackingvehicle configured to be have improvements in control, stability, andversatility, over other forklifts and similarly configured vehicles.

The above and other objects and the nature and advantages of the presentinvention will be more apparent from the following detailed descriptionof certain specimens embodiments thereof, taken in conjunction with thedrawing, wherein:

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings illustrate the invention. In such drawings:

FIG. 1 is a rear perspective view of a boat lifting and stacking vehiclehaving a raised mast;

FIG. 2 is a rear perspective view of a boat lifting and stacking vehiclehaving a mast in a negative lift position;

FIG. 3 is a rear perspective view of a boat lifting and stacking vehiclehaving a mast in a carry position;

FIG. 4 is a front perspective view of a boat lifting and stackingvehicle having a mast in the free lift forward position;

FIG. 5 is a front perspective view of a boat lifting and stackingvehicle in the forward drive position;

FIG. 6 is a rear perspective view of a boat lifting and stacking vehiclehaving a raised mast and raised control seat via a scissors lift;

FIG. 7 is a front perspective view of a boat lifting and stackingvehicle having a raised mast in the stacking position and a raisedcontrol seat via a scissors lift;

FIG. 8 is a bottom view of a boat lifting and stacking vehicle carryinga boat in the crab steer position;

FIG. 9 is a bottom view of a boat lifting and stacking vehicle carryinga boat in the side step steer position;

FIG. 10 is a bottom view of a boat lifting and stacking vehicle carryinga boat in the circle steer position;

FIG. 11 is a bottom view of a boat lifting and stacking vehicle carryinga boat in the radius steer position;

FIG. 12 is a bottom view of a boat lifting and stacking vehicle carryinga boat in the standard rear steer position;

FIG. 13 is a side view of a boat lifting and stacking vehicle having ahydraulic cylinder as incorporated into the front and rear wheels;

FIG. 14 is a side view of a boat lifting and stacking vehicle suspensionin depressed and lifted positions;

FIG. 15 is a

FIG. 16 is an outside perspective view of a boat lifting and stackingvehicle wheel bridge;

FIG. 17 is a side view of a boat lifting and stacking vehicle wheelbridge;

FIG. 18 is a top view of a boat lifting and stacking vehicle wheelbridge;

FIG. 19 is a front view of a boat lifting and stacking vehicle wheelbridge; and

FIG. 20 is an inside perspective view of a boat lifting and stackingvehicle wheel bridge.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As shown in the exemplary drawings for purposes of illustration, thepresent disclosure for the boat lifting and stacking vehicle is referredto generally by the reference number 100. Turning now to therepresentative figures in the specification, FIG. 1 illustrates the boatlifting and stacking vehicle 100 in a rear perspective view having mast102 with a raised carriage 104 and forks 106. The vehicle 100 operatessimilar to a conventional marina forklift or crane in many ways, exceptthat vehicle 100 is capable of lifting and stacking longer boats inbuildings with narrower aisles. Additionally, vehicle 100 of the presentdisclosure can better rack full length boats in the end racks. Thisprovides the marina owner with the opportunity to maximize income for agiven facility layout. As will be shown in the proceeding illustrations,the vehicle 100 is illustrated without cargo so as to better disclosethe subject matter.

The marina forklift or vehicle 10 c of the present disclosure does notrequire a counterweight when lifting boats. The lightweight frame 108 ofthe vehicle 100 should be approximately ten feet longer than the longestboat that needs to be stored. By placing the majority of the equipment(i.e. engines, fuel tanks, etc.) near the rear 110 of the vehicle 100,this weight, in combination with the length of the frame 108 providesfor adequate balancing of any moment exerted on the forks 106 thatprotrude away from the mast 102. Thus, the vehicle 108 is lightweightwhen compared to other types of marina forklifts.

As with conventional marina forklifts or cranes, the vehicle 100 is ableto drive up to the side of a seawall for retrieving boats from the waterwith the mast 102, carriage 104, and forks 106 in the negative liftposition (FIG. 2). The negative lift position is particularly useful forlifting boats out of the water as the vehicle 100 is able to reach belowthe underside of a boat hull to secure transportation via the two forks106 that protrude out from the mast 102 of the vehicle 100. The mast 102is then raised (FIG. 4) until the bottom of the boat hull is completelyremoved from the threshold water level. Once in this position, the boatmay be transported about the marina platform and into the storagefacility.

The vehicle 100 uses its own frame 108 as a counterweight to counteractthe large loads exerted at the end of the mast 102 and on the forkliftforks 106. The forks 106 are any that are well known in the art. It isconceived that additional weights could be placed at the rear 110 ofvehicle 100, but as it will become clear from this specification, theweight advantages of the present disclosure offer significant advantagesover the prior art. A sturdy I-beam rail 112 configuration is used toreinforce and stabilize the vehicle 100 to ensure that the vehicle 100can raise even the largest boats.

The frame 108 itself is a structural box having an integral I-beam rail112 welded along the inside surface of the frame 108. Integral hydraulictanks 114 line each main frame 108 section on the left 108 a and right108 b sides of the vehicle 100 with suction and return directly under apump and valve manifold, respectively. Each frame section 108 a, 108 bsupports one engine 116 and a fuel tank 118. These devices are placedsubstantially at the rear 110 of the vehicle 100 as the onlycounterweight required to support the rotational forces exerted via amoment arm created by the boat over the forks 106 and mast 102. A cablemanagement system (not shown) is carried by one side of the frame 108 a,108 b and feeds signal wires between the frame 108 and the traversecarriage 104. A removable (for shipping) rear cross member 120 providestorsional structural support between the two I-beam frame sections 108a, 108 b. A set of removable structural tubes 122 called cross membershold the frame 108 spacing constant and provide additional torsionalstiffness to the frame sections 108 a, 108 b. A shorter set of crossmembers (not shown) also hold the two frame sections close together forshipping.

On the outside of the frame 108, a series of frame support stairs andrails 124 are mounted from the ground to the top of the wheel supportbridges 126 to allow access to the operator console 128. FIGS. 13-20illustrate the wheel support structures 126 that bridge a wheel well 130in the sides of the frame 108. These structures 126 also enable eachwheel 132 to turn perpendicular to the frame 108 (FIG. 9). Asspecifically disclosed in FIG. 14, the wheel support 126 covers a seriesof components that regulate wheel 132 turn and the vehicle 100suspension.

FIG. 14 illustrates a detailed view of the wheel support structure 126.A series of multidirectional steering mechanisms (not shown) areconfigured into the vehicle's 100 computer system (not shown) forenhanced mobility. The configuration of the wheel support bridges 126enables 180 degree rotation of the wheels 132 such that the vehicle 100is capable of engaging in circle steer, crab steer, and side steer, asdescribed below. With these enhanced steering mechanisms, boat storageowners can build storage warehouses with smaller aisles for the marinaforklift 100. Furthermore, stacking boats on end racks is simplifiedwhen in side steer because the marina forklift 100 of the presentdisclosure is capable of moving laterally when in side steer. The wheel132 is connected to a drive motor, gear box, and drive system (notshown). The wheel 132 is mechanically coupled to the wheel support 126by an L-shaped support beam 134. Movement of the L-shaped support beam134 is regulated by a rotatable shaft mechanism 136. The shaft mechanism136 along with wheel steer (not shown) and drive support systems (notshown) maintain tire orientation and enable 180 degrees of steering. Theinternal computer system of the vehicle 100 regulates the shaftmechanism 136 to obtain the different steering positions as hereindisclosed.

The width of the tire well 130 must be wide enough to enableunrestricted rolling motion of the tire 132 when turned perpendicular tothe frame 108 of the vehicle 100 (i.e. a 90 degree rotation). Thestructural members of the wheel support 126 are run though a verticalplate that connects to the frame 108 by a five studded plate 138. Thewheel support structures 126 also support the wheel brake (not shown)and gearbox drive system (not shown).

Further illustrated in FIG. 14 is a support bar 140 that is mechanicallycoupled to a hydraulic suspension system 142 (also FIG. 36). When thevehicle 100 traverses across a plane, such as a marina platform, thewheel support bar 140 of the disclosed suspension system 142 is capableof absorbing upward and downward movement. The suspension system 142rotates around a center of rotation located at the pin 144 adjacent thesupport bridge 126. The downward and upward movement of the hydraulicsuspension system 142 is transferred to the L-shaped support beam 134and other components. FIG. 14 illustrates these parts being slightlydisplaced from equilibrium. It is conceived that only one suchsuspension system 142 is required to properly relieve the stressesexerted on the frame 108 of the vehicle 100 when transporting heavyloads across a marina platform (i.e. the suspension system 142 need onlybe incorporated into one wheel support bridge 126). Although, thedisclosed suspension system 142 could be incorporated into every wheelsupport bridge 126.

Further incorporated into the wheel support structures 126 are bearingsand structures to react to loads from the wheels 132. A pair ofhydraulic supports 146 are incorporated into the front two wheel supportbridges 126. When placing a boat in a rack, significant forces areexerted on the front 111 of the vehicle 100. Before deployment of thehydraulic supports 146, all of the frontal forces are exerted via thetwo contact points of the two front wheels 132. The deployment of thehydraulic supports is not intended to eliminate the wheels 132 as acontact point. Rather, the hydraulic supports 146 help distribute thefrontal forces over a larger surface area. Thus, better forcedistribution alleviates the need for strong reinforced concrete floors.Front wheel loads are displaced by a pair of hydraulic supports 146.When either loading or unloading, the hydraulic supports 146 aredeployed (FIG. 13) such that the impact pressure at the front wheels 132is displaced through the hydraulic supports 146. The hydraulic supports146 are not meant to eliminate the loads being exerted on the wheels132, but rather redirect and displace those loads. When deployed, thehydraulic supports 146 effectively displace wheel forces over a broaderarea. Accordingly, approximately thirty percent less concrete (14 to 16inches compared to 24 inches in one case) reinforcement is required tosupport the vehicle 100 during the loading or unloading process.

After lifting the boat to a point where the keel and props clear thecross members 122 of the frame 108, the carriage 104 retracts and bringsthe boat over the frame 108 (FIG. 5) (boat not shown). The carriage 104supports the combined mast/fork system 102/106, tilt cylinders (notshown), operator console 128, a third engine 148, fuel tank 150, andhydraulic tanks 152. Tilt cylinders (not shown) are mounted high onlightweight, but strong tilt towers (not shown), due to the short lengthof the tilt cylinders (not shown) themselves. The traverse carriage 104is as long as possible to reduce loads, yet short enough to allowoverall length of the vehicle 100 to extend only ten feet longer thanthe longest boat it carries. As presently disclosed, no additionalcounterweights are needed to support the frame 108 from tipping when thetwo frame engines 116 and two frame fuel tanks 118 are located near therear of the vehicle 100. Thus, the overall length of the vehicle 100 iscomparatively short—only approximately ten feet longer than the longestboat endeavored to be stored. A drive system (not shown) controls thespeed and location of the traverse carriage such that rollers (notshown) in the rear and bearing pads (not shown) in the front optimizeperformance.

The traverse carriage 104 then secures the boat to the rear of the frame108 for transporting a boat across a marina platform. As shown in FIGS.3, 4 and 7, the operator console 128 moves along the frame 108 of thevehicle 100 with the traverse carriage 104. During the process ofloading and unloading, the operator, located in the operator console128, has a better and closer view of the boat and its position inrelation to the forks 106 of the vehicle 100, thus providing optimumvisibility.

The vehicle 100 incorporates a moveable operator console 128. Duringloading and unloading, the operator console 128 moves with the traversecarriage 104. Additionally, when the vehicle 100 is transporting boatsacross a marina platform, the operator console 128 is capable of 180degree rotation, such that the operator has an unobstructed view, asdescribed herein. Moreover, the operator console 128 is also capable ofmoving vertically with the mast 102 when boat storage and placementrequires stacking, as described herein. Thus, the operator has bettervisibility when transporting and stacking the boats.

After the boat cargo is secured to the rear of the frame 108, theoperator console 128 is capable of rotating 180 degrees. Thus, theoperator console of the present disclosure has two modes: (1) facing theboat for seawall operations (FIG. 1) and racking (FIG. 6); and (2)facing the away from the boat for unobstructed driving visibility (FIG.5). Additionally, the operator console 128 elevates up to half the liftheight of the mast 102 to maximize visibility during stacking orwarehousing (FIG. 6). A scissors lift 154 or other suitable lifting orraising mechanism in the art may be used to perform elevation of theoperator console 128. Operator console lift position may be governed bythe internal computer system program to react to raising of the mast102. Alternatively, the operator may have separate controls to raise orlower the console 128 independent of the mast 102. Furthermore, theoperator console 128 contains operator controls for engines, drivesystems, and the lift systems.

A variety of electronics and controls regulate the mechanical operationsof the vehicle 100. The vehicle 100 uses a CAN bus instrumentation andcontrol system for the engines, hydrostatic drive, traverse carriagedrive, steering, and stability control. Sensors include speed pedal,brake pedal, hydraulic function pressures, temperatures,distance/location, rotation angle encoders, and locking mechanismindicators. Control algorithms include engine/pump speeds, steeringmodes (front wheel steer, rear wheel steer, 4 wheel radius steer, crabsteer, Side Step steer, and circle steer), stability, Drive Mode, RackMode, Park and Place Mode, Idle Mode, Start, Shutdown, Diagnostics, andMaintenance. Furthermore, the control algorithms are capable of engagingthe wheels in four by four movement.

Once the operator console 128 is in the drive position (i.e., facingaway from the boat), the operator may drive the vehicle 100 across themarina platform to the storage facility. While driving, the tire loadson the concrete are nearly half those of a traditional marina forkliftor crane. This is due to the unique lightweight design of the vehicle100 and absence of counterweights found in current marina forkliftdesigns. The combination of the overall length of the frame 108, beingonly approximately ten feet longer than the largest boat, and thebalancing loads of the operating equipment (rear engines, rear pumps,intake filter muffler, etc) alone counter the forces exerted on theforks and transferred to the end of the mast 102 of the vehicle 100.Counterweights are used on traditional marina forklifts or cranes toprevent the forklift or crane from tipping due to the large moment armson the end of the forks. Since the frame 108 of the vehicle 100 is ableto counter the moment arm of even the largest boat loads, additionalweights are unneeded. Furthermore, while the frame 108 absorbs themajority of the distributed boat weight forces, the interior weldedI-beams 112 provide relief as well.

A stabilization system measures the weight and center of load, speed andamount of steering used, calculates acceptable speed and brakingparameters to maintain stability under drive and steering conditions.This stabilization system also monitors the vehicle 100 when in Park andPlace Mode, adjusts pressure of in-rigger cylinders that serve to spreadthe load when racking or lifting boats. Additionally, a set ofhydraulics located on each wheel provides hydrostatic drive, lift andload sensors, controlled braking, steering function, suspension, andstability control. Each frame mounted engine 116 drives two pumps (notshown), one large load sense pump for the drive motors and one smallfixed displacement pump for steering and accessory functions. Thetraverse carriage 104 mounted engine 148 drives a large load sense pump(not shown) for lifting, tilting, fork positioning, traverse carriagedrive, and operator console lift. Additionally, a set of hydraulic tanks114 on the frame 108 contain a divider and baffles (not shown) tomaximize ambient cooling by routing oil down one side, then down theother side of the divider.

When driving along the platform to the storage facility, the vehicle 100is in a rear turn drive position (FIG. 5). Once inside the storagefacility, the operator has the option of selecting from a variety ofdrive positions for precise alignment depending on the layout of thestorage facility. Each of the following drive positions increasemaneuverability so that facility owners may build smaller aisles anddrive spaces, while increasing storage space. Such steering positionsmight include side step steer (FIG. 9), crab steer (FIG. 8), circlesteer (FIG. 10), radius steer (FIG. 11), or standard rear steer (FIG.12). In circle steer, the vehicle 100 turns around its own center.Additionally the side step steer allows the vehicle 100 to moveperpendicular to the direction of the storage racks. This provides amechanism to precisely align and place boats on racks—especially endracks. Boat storage facility owners can build storage warehouses havingaisles slightly larger than the overall width of the vehicle 100, whenequipped with the array of steering mechanisms as disclosed herein.

Once the vehicle 100 having a boat thereon is lined up with the intendedstorage bay, the mast 102 and forks 106 carrying the boat are raised(see FIG. 6). As further shown in FIG. 6, the operator console 128 isalso raised with the mast 102. Presently, it is conceived that theoperator console 128 will be raised by a scissors lift 154 (FIG. 6),although any suitable lifting mechanism in the art could be integratedinto the vehicle 100. At the elevated position disclosed in FIG. 6, theoperator has improved visibility of the storage rack, bottom of theboat, and relative fork placement.

Once the boat is aligned with the proper storage bay, the operatorselects Park and Place Mode, which allows the traverse carriage to movethe boat forward into the rack bunk (FIG. 7). Again, the design of thevehicle 100 reduces the floor or aisle space required to place the boatin a rack because the mast 102 is able to traverse from the positionshown in FIG. 6 to the extended position shown in FIG. 7. When in theextended position shown in FIG. 7 the boat (not shown) on the forkswould effectively be located in the storage bay. The rest of the vehicle100 would be aligned in the aisle. It is conceived, therefore, that theaisle need only be approximately the length of the boat plus 10 feet.The operator console 128 is shown in a raised position to give theoperator a better view when placing the boat in the storage rack (alsonot shown).

An active stability control system integrated into the computer systemensures that the operator can concentrate on the safe placement of theboat into the rack. Hydraulic load supports 146 (FIG. 13) extend fromthe front of the frame 108 to the bridge support 126 to reduce tireloading on the concrete and also increases the solid feel during sideshift. Such hydraulic load supports 146 may be included on any or all ofthe bridge supports 126. The racking cycle is complete when the traversecarriage 104 returns to the position depicted in FIG. 5 with the mast102, forks 106, and operator console 128 retuned to the lower, drivepositions.

Furthermore, vehicle 100 also features four wheel hydrostatic drive,digital hydraulics, in-rigger cylinders, and other lift and stabilitysensors in order to rack boats using smaller aisles. Thus, marina ownersare capable of storing larger numbers of longer boats on higher racks insmaller building footprints

A variety of modifications and improvements to the boat lifting andstacking vehicle of the present disclosure will be apparent to thoseskilled in the art. Accordingly, those skilled in the art willappreciate that such changes may be made without departing from theunderlying principles of the present disclosure. The above-describeddisclosure is not intended to limit the scope of the invention.Accordingly, the scope of the present invention is determined only bythe following claims.

1. A boat lifting and stacking vehicle, comprising: an elongated frameincluding parallel side rails; and a carriage mounted on the rails andmoveable along the length thereof, said carriage having an upright mastand an operator console mounted thereon, the operator console beingmoveable with said carriage from the front of the frame to the rear ofthe frame.
 2. The boat lifting and stacking vehicle of claim 1, whereinthe operator console is capable of positive lift when the mast is inpositive lift.
 3. The boat lifting and stacking vehicle of claim 1,wherein the frame has cross-members and structural tubing to rigidlymaintain the frame in a planar-rectangular form in use.
 4. The boatlifting and stacking vehicle of claim 1, wherein said operator consoleis pivotal through 180 degrees to selectively face the front of theframe or the rear of the frame.
 5. The boat lifting and stacking vehicleof claim 2, including an operator console lifting mechanism.
 6. The boatlifting and stacking vehicle of claim 5, wherein the operator consolelifting mechanism comprises a scissor-type lift.
 7. The boat lifting andstacking vehicle of claim 1, including a plurality of independentlysteerable ground-engaging wheels associated with the frame.
 8. The boatlifting and stacking vehicle of claim 7, including means for driving thewheels associated with each rail.
 9. The boat lifting and stackingvehicle of claim 7, wherein each wheel is independently driven andsteered by input from the operator console.
 10. The boat lifting andstacking vehicle of claim 7, wherein each wheel is mounted on anL-shaped support beam connected to a rotatable shaft mechanism, which isconnected to a wheel support bridge on the frame.
 11. The boat liftingand stacking vehicle of claim 10, further comprising a support barpivotally connected to each wheel support bridge and engaged by ahydraulic suspension system, the shaft mechanism engaging the supportbar.
 12. The boat lifting and stacking vehicle of claim 10, furthercomprising hydraulic supports on the wheel support bridges.
 13. The boatlifting and stacking vehicle of claim 10, further comprising stairs andrails on the wheel support bridge adjacent the operator console.
 14. Theboat lifting and stacking vehicle of claim 7, wherein the vehicle iscapable of circle steering, crab steering, and side steering.
 15. A boatlifting and stacking vehicle, comprising: an elongated frame includingparallel side rails; a carriage mounted on the rails and moveable alongthe length thereof, said carriage having an upright mast and an operatorconsole mounted thereon; and a plurality of independently steerable,ground-engaging wheels associated with the frame, each of said wheelsrotatable through 180 degrees.
 16. The boat lifting and stacking vehicleof claim 15, wherein each wheel is mounted on an L-shaped support beamconnected to a rotatable shaft mechanism, which is connected to a wheelsupport bridge on the frame.
 17. The boat lifting and stacking vehicleof claim 16, further comprising a support bar pivotally connected toeach wheel support bridge and engaged by a hydraulic suspension system,the shaft mechanism engaging the support bar.
 18. The boat lifting andstacking vehicle of claim 16, further comprising hydraulic supports onthe wheel support bridges near a front of the frame.
 19. The boatlifting and stacking vehicle of claim 16, further comprising stairs andrails on the wheel support bridge adjacent the operator console.
 20. Theboat lifting and stacking vehicle of claim 15, wherein the frame hascross-members and structural tubing to rigidly maintain the frame in aplanar-rectangular form in use.
 21. The boat lifting and stackingvehicle of claim 15, including means for driving the wheels associatedwith each rail.
 22. The boat lifting and stacking vehicle of claim 21,wherein each wheel is independently driven and steered by input from theoperator console.
 23. The boat lifting and stacking vehicle of claim 15,wherein the vehicle is capable of circle steering, crab steering, andside steering.
 24. The boat lifting and stacking vehicle of claim 15,wherein the carriage is moveable along the length of the frame and theoperator console is moveable with said carriage.